Automatic alarm system.



B. ULFERTS.

AUTOMATIC ALARM SYSTEM. v

APPucATloN. man 1uLv2I.1915.

L21 1,644, Patented Jan. 91917.

{suns-s115511.

ms Nawal: neus co.. rnamuma. wAsumc you. n. c.

B. ULFERTS.

AUTOMATIC ALARM SYSTEM.

APPLICATION FILED IuLYzI. I9I5.

1,211,644. Patented Jan. 9,1917.

2 SHEETS-SHEET 2- nu: mums para: ca, nmurua.. wAs'nma mu. m15.

UN@ @TA BEHREND ULFERTS, OF LAKEFIELD, MINNESOTA.

AUTOMATIC AIiARM SYSTEM.

Application filed July 27, 1915.

To all whom t may concern.' y

Be it known that I, BEHREND ULFERTs, a citizen of the United States, residing at Lakeeld, in the county of Jackson and State of Minnesota, have invented certain new and useful Improvements in Automatic Alarm Systems, of which the following is a specification.

This invention relates to an automatic train-controlled alarm system for use by electric and steam railways for the purpose of indicating to the engineer of a train approaching a switch point whether or not, by the action or non-action of the signal mechanism, the switch is open or closed, so that in the event oi' the switch being open and an alarm being given the engineer may bring his train to a stop in ample time to prevent danger.

rlhe object of the invention is to provide a signal system of this character embodying a simplified construction of operating parts, whereby an alarm system is produced which may be inexpensively installed and maintained and which is not liable to easily get out of order.

A further object of the invention is to provide an electric alarm :system of the character described including a third rail arranged within the alarm system and adapted to be engaged by a Contact device on the locomotive, which Contact device is oi a construction adapted to clear the rail of snow, ice or any other surface coating and to insure a proper contact therewith to energize the alarm circuit when the switch is in open position.

The invention consists in the features of construction, combination and arrangement of parts hereinafter more fully described, reference being had to the accompanying drawings, wherein- Figure l is a plan vie-w of a section of a railway track at the switch point, showing the parts as they appear when the switch is closed; Fig. 2 is a similar view, showing the parts as they appear when the switch is open and the alarm circuit thrown into action; Fig. 3 is a view in elevation, partly in section, of the switch stand, showing the contacts in engagement to close the alarm circuit; Fig. 4L is a sectional plan view on line H of Fig. 3; Fig. 5 is a side elevation of the Contact device upon the locomotive; Fig. 6 is a top plan view of the same; and Fig. 7 is a detail view of the hanger or sus- Specicaton of Letters Patent.

Patented Jan. 9, 1917.

Serial No. 42,135.

pending rod whereby the contact device `is iiexibly supported.

Referring to the drawings7 1 and 2 designate the main line rails of a track adjacent to the switch point, and 3 and t the movable switch rails forming the switch point and which are connected for movement in unison by the throw bar 5. rhis throw bar 5 extends at one end beneath the track to a switch stand 6, and is connected to a crank arm 7 on the lower end of a shaft 8 journaled in the switch stand casing 9 and carrying a target or other suitable visual signal l0.

riChe switch stand shaft S and its casing 9 are arranged in and form part of an electric circuit including conductors 11 and 12. The conductor 11 is connected with a contact 13 on the shaft 8 and extends 'therefrom to one oi the main line rails, while the conductor 12 is connected at one end with a contact 14; carried by and insulated from the casing 9, and extends therefrom to a third rail 15 disposed between the main lino rails 1 and 2 at a suitable distance from the switch point. When the switch is in closed position, the contacts 13 and 111 are out of engagement with one another, so that the circuit remains unaiiected in the travel of the train toward the switch point, but in the event of the switch being accidentally or otherwise left open the contacts 13 and 14.` will engage and place the electric circuit in condition to be closed to operate the warning signal.

Arranged within the cab of the locomotive is a signal bell or device 1G which is connected by a conductor 17 with the axle 21', the conductor 11 being connected to the rail 2 and from the rail to the axle 21. rlhe conductor 1S from the signal device 1G passes to a battery or other source of electric supply 19. The other pole of this battery is connected by a conductor 2O with a contact device Q1 supported upon the locomotive and arranged for Cooperation with the third rail 15. rlhe conductor 17, in practice, makes electrical connection with the rail 1 through one ofthe axles Q1 of the locomotive and the wheels 22 carried by the axle, the wheels and axle also serving to connect the alarm device through said contact device with the circuit connections 11, 12, 13, 14: and 15 when the contact device is in engagement with the rail 15 and the contacts 13 are in engagement with each other.

it will be understood that if the switch is closed, as it should normally be, the con-V tacts 13 and 14 will be separated and consequently the circuit will remain broken in the travelY of the contact 21 over the rail 15, the. alarm device 16 hence remaining silent and indicating by its silence that the switch is in proper position for safe travel. If, on the other hand, the switch should be open, the contacts 18 and 14 will be in engagement with each other and hence when the contact device-21 on the locomotive comes into engagement with the rail 15 a circuit will be established, the current passing from the battery through the conductor 1S to the bell 16 and sounding the latter, and thence through the conductor 17 and through axle 21 and its wheels 22 to the rail 2, thence through the conductor 11 to the contact 13, and through the contact 14 and conductor 12 to the third rail 15, and through the contact device on the locomotive back again to the battery, the alarm being sounded at a sulicient .distance from the open switch point towarn the engineer of the impendingl danger' and to enable him to stop his train in time.

The contact de ice 21 is of simple form and comprises a vertically movablearm or bar23 which is hinged or pivoted at one end, as at 24, to4 a bracket 25 secured to a suitable point of one of the truck frames of the locomotive. :The opposite or free end of this arm or bar 23`carries a weighted block 2G of wood or other electrical insulating material, which is bifurcated at its free end and provided with bearings 27 for a sha-ft or axle 28 carrying a contact wheel 29. YThis contact wheel is adapted to engage the third rail or contact rail 15 to close the circuit and is provided with a beveled edge 30 forming practically a knife surface which willA cut from the surface of the contact rail any ice, snow or other foreign material which may be adhering thereto, thus insuring a perfect con- 'tact being made. The weighted arm23 is adapted to normally maintain by gravity a position to dispose the wheel 30 for engagement'V with the rail 15 but is yieldingly mounted f or vertical movement to prevent injury tof the contact device if it should come into engagement with any foreign ob struction', as well as to adapt it to conform to any irregularities or surface ofthe rail 15 without becoming broken or damaged. To this end the arm 23 is pivoted, as indicated, and is suspended at its free end loosely upon the lower end of a lrod 31 which passes downwardly therethrough and is provided with an abutment surface 32,V

Copies of this patent `may be obtained for the upperY end of the rod being provided with a cross piece or head 33 which slidablyv and pivotally engagesY a' slotted bracket 34 Yupon the locomotive, the rod thus being mounted to swing to a certain extent toY ae- Y commodate itself to and permit the arm 23 to have vertical motion through a predetermined arc. -A coiled cushioning spring 35 surrounds the rod 31 between the block 26 and bracket 34E and serves to yieldingly op` pose any upward movement of the weighted arm, thereby adapting it to recede easily when engaging the contact rail `or an obstruction and to accommodate litself ,to irregularities in the surface thereof, thus ob-V viating` any danger of the contact device being broken or otherwise injured in normal service. Y Y Y Y F rom the foregoing description, taken lin connection with the drawings, the constructio-n and mode of operation of my improved safety signal will be readily understood, and it will be seen that the invention provides a signal of this character which is not only simple of construction and reliable andl eficient in action, but which may be installed and maintained at a comparatively low cost In an alarm circuit ofthe character' de-V scribed and in combination witlran electrical circuit adapted to be set for closure under prescribed conditions, means for closing said circuit comprising a. contact rail and a contact device upon the locomotive, said con-V tact device including a bar pivotally mounted at one end thereof, an insulation block carried by the swinging end thereof, a contact wheel carried by the swinging end of the bar7 a suspension rod loosely connected with said bar and slidably and pivotally supported fromA the locomotive anda cushioning spring associated with said Vsuspension rod.

In testimony whereof I affix my signature in the presence of two witnesses.Y Y

vVitnesses:

. O. THonEsoN, EDWIN BECKER.

y BEHREND ULFEnTs.Vv

five cents each1 by addressing the Commissioner ofgPtents. i-v Washington,-D.C.` Y Y -r 

